Railroad-track



"(No Model.)

N. GUN'DBRSON. I

RAILRAD TRACK. O

No.' 512,877. Patented Jan. 16, 1894.

wn! lll' MIMI $11 mmmmm\mmmm m HIIlllI-lmlll NITED TATEs PATENT OFFICE.

NEILS GUNDERSON, OF OGDENSBURG, NEW JERSEY.

/ RAILROAD-TRACK.

SPECIFICATION forming part of Letters'Patent No. 512,877, dated-January A16, 1894. lipplleeelen lllea neeemeel 22,1892. serieel Ne. 456.022. (No model.)

increased and-its rigidity and evenness iniproved.

In the accompanying drawings, Figure l is an end view of a section of track put together with my stringers and couplings; and Fig. 2 a top plan view of the same with the top of the surface rail removed.

Referring to the figures on the drawings, l indicates a stringer which is preferably made of steel of suitable weight and width, and provided preferably with an integral flange 2 running lengthwise along the top of the Stringer and located in practice nearer the inside than the outside thereof.

3 indicates a surface rail of peculiar construction, which is made a little higher than the flange of the stringer, and is provided on one side with an upturned bed flange 4, and with the ordinary T-liange 5 on top.

6 indicates a coupling piece, preferably nlade of steel, and provided on one sidevwith beveled edges 7 adapted to conform to the shape of the stringer and rail attached so as to make a close firmly fitting joint, and provided with heads 8 at opposite ends. These heads are preferably made integral with the body of the coupling.

9 indicates connecting rods or bolts adapted to pass across the track through suitable holes 10 provided in the webs of the rail and the heads of the coupling so as to unite the parts firmly together. That part of the coupling which is in practice-in contact with the earth between the rails is drawn to a sharp edge, as indicated at 10a. The object 0f this construction is to prevent the bearing of the couplingsupon the earth, and to throw the load entirely upon the stringers; otherwise a warping and twisting of the rails would result, and an uneven settling at their joints, as is occasioned by the use of the ordinary Wood cross ties. In practice I prefer to use about three couplings to every thirty feet of track, and a single rod l1 with a tubular cover 12 at short intervals-say every five feet. In curves the couplings must be closer together, and it is desirable to havel them made specially to suit the degree of the curve so as to make a perfect tting, even piece of work. At the joints, instead of iish plates, I prefer to use a supporter or shoe 13, provided on opposite `sides with flanges 14e to receive the Stringer.

16 indicates plates that lit on top of the shoe between its flanges and the rail and stringer ange, respectively, and are securely fastened in piace by bolts 14, thereby securing a firm, even joint. The joints of the Stringer and the rails are preferably broken in dielent places, so that a practically continuous rigid track is secured and uneven joints entirely avoided.

Provision should be made, of course, for eX- pansion and contraction, as for instance by suitable space between the joints, and by oblong bolt-holes. The Stringer is made widest on its outer side, because the earth is looser on the outside of an embankment, and there- .fore'lnore subject to compression, which might produce an unevenness in the track.

What I claim isl. In a railroad track, the combination of stringers and rails secured thereto, of a coupling piece having beveled edges adapted to' site rails together, provided with a sharp ine termediate lower edge, substantially/as and for the purpose specified.

IOO

between the outside iianges the rail, and supporting parts, and bolts for securing the plates in position, substantially as and for the purpose specified.

In testimony of all which I `have hereunto subscribed my name.

NEILS GUN DERSON.

Witnesses:

W. W. PIERCE, WM. MACBAIN. 

